SIGNIFICANT CHANGES
COME TO ETOPS WITH THIS
NEW RULE, WHICH
establishes operator and
airplane requirements
FOR EXTENDED OPERATIONS.
06
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The New
FAA ETOPS Rule
by Capt. Chester L. “Chet” Ekstrand,
Vice President, Regulatory Affairs;
Mohan Pandey, Director, Operational
Regulatory Affairs; and Jay Spenser,
ETOPS Communications
On January 16, 2007, the U.S. Federal Aviation Administra­tion
(FAA) published compre­hensive new regulations governing extended
operations (ETOPS), which are flight operations on routes that at
some point take an airplane far from an airport. This regulatory
updating codifies current FAA policy, industry best practices and
recommen­dations, and international standards designed to ensure
that long-range flights will continue to operate safely.
The new U.S. ETOPS rule builds further on the
success of ETOPS, which is the state-of-the-art
in intercon­tinental air travel. More than 5.5 million
ETOPS twinjet flights have been logged worldwide
since 1985, and every day some 143 operators
perform 1,750 more. These operations set the
highest standard for safe, reliable long-range flying.
Significant changes come to ETOPS with
this new rule, which updates the requirements
for two-engine extended operations and provides
a framework under which air carrier operators
may safely fly approved twinjets beyond 180
minutes of an airport. As before, ETOPS applies
when the twinjet flies beyond 60 minutes of an
adequate airport.
For the first time, this new rule also applies
ETOPS enhancements and protections to the
extended operation of three- and four-engine
passenger airplanes. For these “tris and quads,”
ETOPS applies when the airplane flies beyond
180 minutes of an adequate airport. To ease the
boeing.com/commerc i a l / a e r o m a g a z i n e
transition to the new rule for all current operators,
delayed compliance dates are specified for many
of this rule’s requirements.
In this regulatory updating, the FAA has
recognized the outstanding propulsion reliability
and overall safety of long-range twinjets. The new
ETOPS rule creates the opportunity for carriers to
fly properly configured and approved twinjets on
optimal flight routings between virtually any two
points on earth.
This article:
Briefly reviews the collaborative global
evolution of the new U.S. ETOPS rule.
nExamines this rule’s specific regulatory
modifications and additions to show what has
changed relative to the previous “twinjet-only
ETOPS,” with which the industry is so familiar.
n
Although the new ETOPS rule embraces
airplane design, maintenance, and operation, this
article focuses primarily on the rule’s operational
impacts. Moreover, the discussion is confined
to flights conducted under U.S. Code of Federal
Regulations 14 CFR Part 121 (scheduled air
carrier operations), even though the new rule
for the first time also applies ETOPS to flights
conducted under 14 CFR Part 135 (commuter
and on-demand operations).
Evolution of the new rule
Jetliner range capabilities have grown dramatically
over the decades. This trend has allowed flight
operations to increasingly traverse remote areas
of the world where the airplane is at times far from
an airport. By the latter 1990s, the global aviation
community recognized that the operational pro­
tections and reliability enhance­ments of ETOPS,
which then applied just to twinjets, could also fur­
ther enhance the safety and reliability of three- and
07
ETOPS Rule Changes
Authorization. Revised regulation 14 CFR 121.161 codifies ETOPS and provides
updated requirements for the authorization of extended operations. For twinjets,
ETOPS applies when the airplane is more than 60 minutes from an airport. For
three- and four-engine passenger airplanes, it applies when the airplane is more
than 180 minutes from an airport.
Operators flying three- and four-engine extended passenger operations have
a one‑year compliance grace period ending February 15, 2008. Three- and fourengine freighters are exempted from the new ETOPS rule.
This regulation also codifies a polar policy formalizing requirements for opera­
tors whose planned airplane routes traverse the North and South Polar areas. Within
these areas, this non-ETOPS policy applies at all times to all airplanes, whether
passenger or cargo, regardless of actual diversion time or number of engines.
Cargo fire suppression and other time-limited systems. New regulation 14 CFR
121.633 maintains current standards for up to 180 minutes ETOPS authority.
It requires that ETOPS diversion times shall not exceed the time limit, minus
15 minutes, for that airplane type’s most time-limited sys­tem, which typically is
cargo fire suppression.
Beyond 180 minutes,* this rule requires that diversions for cargo fire suppres­
sion be calculated at all-engines-operating cruise speed, corrected for wind and
tem­perature, and that diversions for other time-limited ETOPS significant systems
be calculated at one-engine-inoperative cruise speed, corrected for wind and
tempera­ture. A six-year compliance grace period is provided to bring existing
three‑ and four‑engine fleets into compliance for cargo fire suppression.
four-engine airplanes when flying routes with
the potential for an extended-duration diversion.
All airplanes flying extended routes contend
with similar operating challenges in terms of
weather, terrain, and limitations in navigation
and communications infrastructure. Thus, the
dual ETOPS philosophy of precluding diversions
and also protecting them if they do occur is
applicable to all extended operations, not just
those performed with two-engine airplanes.
Pursuing this higher and more uniform stan­
dard, the FAA in June of 2000 created an Aviation
Rule­making Advisory Committee (ARAC) to review
the ETOPS record and recommend how ETOPS
requirements should be updated, standardized,
and codified. Because the ETOPS program
was then being administered via FAA advisory
circulars, policy letters, and special conditions,
this rule­making would at last formalize extended
operations directly in the federal aviation regu­
lations as befits such large-scale operations.
08
The ARAC is a U.S. framework that relies on
international participation. Its ETOPS Working Group
gathered together 50 experts drawn from across
the global aviation community. After two-and-ahalf years of intensive effort, this ARAC delivered
its findings and recommendations to the FAA on
December 16, 2002. As the FAA noted, its report
reflected an extraordinary degree of consensus
about needed updates and improvements.
The FAA published a notice of proposed
rulemaking (NPRM) on November 14, 2003, that
was largely unchanged from the ARAC findings
and recommendations. During an extended
comment period, some 50 submissions were
received from regulatory agencies, operators,
manufacturers, and interested nongovernmental
associations around the world. The FAA reviewed
these public comments, acted on them as it
deemed appropriate, and published a final rule
on January 16, 2007. This ETOPS rule became
effective 30 days later on February 15.
While the new ETOPS rule closely resembles
the ARAC findings and recommendations, there
are some differences. One is that three- and fourengine freighters are exempted from the rule
because operators contended, and the FAA agreed,
that the costs of compliance could not be justified
in all-cargo operations.
Another difference is that, while three- and
four-engine extended operations with passenger
airplanes are subject to the new ETOPS rule, this
fleet is exempted from the new rule’s maintenance
requirements. As explained in the rule’s preamble:
“The FAA strongly believes that all operators
would benefit from an ETOPS maintenance
program. However, the FAA agrees with many
of the commenters that the cost of implementing
this new requirement for airplanes with more than
two engines would be significant. The FAA has
determined that this cost cannot be justified based
on the current level of safety achieved by the
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Communications. New regulations 14 CFR 121.99 and 121.122 require satellite
communication (SATCOM) voice communications for all extended operations
beyond 180 minutes; another form of communications must also be available in
areas where communication is not possible using this technology. A one-year grace
period is provided.
Definitions. New regulation 14 CFR 121.7 provides definitions of ETOPS-applicable
terms to help ensure proper understanding and compliance.
Design requirements. Regulations governing transport-category airplane (Part 25)
and engine design (Part 33) are revised to incorporate ETOPS enhancements that
reduce the rate of airplane diversions and protect airplanes if they do divert. For
beyond-180-minute ETOPS, new design requirements apply to ETOPS twinjets
and three- and four-engine airplanes. Manufacturers have eight years to comply
in currently produced three- and four-engine airplanes if these types remain in
production past February 17, 2015.
Dispatch. Revised regulation 14 CFR 121.631 specifies ETOPS dispatch or flightrelease requirements for weather conditions at ETOPS alternate airports; it also
codifies the current requirement that weather information be updated at the start
of the ETOPS phase of flight to verify the continuing availability of alternate airports.
Fuel reserve. New regulation 14 CFR 121.646 specifies the amount of reserve
fuel to be carried to protect the airplane in the event of a cabin depressurization
followed by an extended diversion, at low altitude where fuel consump­tion is
increased, to an alternate airport. Fuel reserve planning assumes this event
happens at the most critical point on the flight route.
combination of engine reliability and the engine
redundancy of this fleet of airplanes.”1
The final rule also differs from the NPRM with
respect to polar area flight operations. Whereas
the ARAC proposed making ETOPS requirements
applicable within the North and South Poles (i.e.,
everything above 78 degrees north latitude and
below 60 degrees south latitude), the FAA instead
published a non-ETOPS polar policy in the rule­
making that formalizes requirements for polar
operations and provides a uniform process for
operators seeking polar route authority. This
approach results in a similar outcome but through
a slightly different regulatory mechanism.
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Maintenance. New regulation 14 CFR 121.374 codifies current ETOPS
maintenance practices and applies them to two-engine extended operations.
Three- and four-engine passenger planes that fly ETOPS are exempted.
Passenger recovery plan. Revised regulation 14 CFR 121.135 requires all flights
on extended routes with diversion times beyond 180 minutes — except those
involving three- and four-engine freighters, which are exempted from ETOPS — to
prepare a recovery plan for these routes that ensures the well-being of passengers
stranded at diversion airports and provides for their safe retrieval without undue delay.
Passenger recovery plans are also required for all polar passenger operations.
Moreover, all polar operations and beyond-180-minute ETOPS must comply with
the public protection provisions in airport data regulation 14 CFR 121.97.
Performance data. Revised regulation 14 CFR 121.135 requires all ETOPS
operators to have the applicable performance data available to support their
extended operations.
Rescue and firefighting. Revised regulation 14 CFR 121.106 requires rescue and
firefighting equipment to be available at any airport designated as an ETOPS alternate.
Training. Revised regulation 14 CFR 121.415 requires training for crew members
and dispatchers for their specific roles and responsibilities in creating and
implementing their operator’s passenger recovery plans.
Type design. New regulation 14 CFR 121.162 establishes the basis for ETOPS
airplane type-design approvals.
*Note that 207-minute ETOPS does not count as “beyond 180 minutes” — the threshold at which most of
the new ETOPS requirements apply — because it is a 15 percent operational extension to, and subject to
the requirements of, traditional 180-minute ETOPS authority.
Regulatory modifications
and additions
ETOPS authorization. U.S. regulation
14 CFR 121.161 and associated preamble and
advisory material have been revised to:
nEstablish the basis and requirements for
opera­­ting two-engine, turbine-powered
airplanes beyond 60 minutes flying time
(at single-engine cruise speed with no wind
and in standard conditions) of an adequate
alternate airport.
nApply this same regulatory framework to
the operation of turbine-powered passenger
planes with more than two engines beyond
180 minutes (at one-engine-inoperative cruise
speed with no wind and in standard conditions)
of an adequate alternate airport.
nMake the designed and certified operating
capabilities of the airplane type the basis for
determining the maximum diversion authority
of that airplane type.
nUse propulsion system reliability levels for twoengine ETOPS to trigger a review of operations
and identify common-cause effects and
systemic errors.
n Define allowable diversion authorizations
and requirements for different regions of the
world based on the overall operational needs
of each region.
Note that 207-minute ETOPS is not subject
to the new ETOPS requirements for “beyond-180minute flight operations.” Flown since 2000, this
authority arose as a 15 percent operational exten­
sion, for limited use on an exception basis, to
180-minute ETOPS authority. It is thus considered
an extension of and subject to the requirements
for the traditional 180-minute “twinjet ETOPS”
diversion authority.
09
Cargo fire suppression. To further ensure
safety, new regulation 14 CFR 121.633 requires
that all time-limited ETOPS significant systems
aboard airplanes flying ETOPS shall have sufficient
capability to protect the airplane throughout the
longest potential diversion for that route. In
particular, each flight shall have continuous cargo
fire suppression capability for a period equivalent
to the maximum planned diversion time plus an
additional 15 minutes.
ETOPS twinjets have been required since
1985 to carry sufficient fire suppressant to
protect the airplane continuously throughout a
maximum-duration diversion. In contrast, although
all jetliners have cargo fire suppression systems,
airplanes with more than two engines have not
previously had to meet this requirement that
further protects passen­gers, crews, and airplanes
on extended air routes.
For ETOPS at or below 180 minutes, which
only involves twinjets, this cargo fire suppression
requirement is based on maximum diversion time
in still air plus 15 minutes, as was previously the
case. For ETOPS beyond 180 minutes, which
time-limited ETOPS significant systems calculating
diversion times at one-engine-inoperative cruise
speed, corrected for wind and temperature.
Three- and four-engine ETOPS operators are
granted until February 15, 2013, to bring their
existing fleets into compliance with the cargo fire
suppression requirement. This six-year grace period
serves to mitigate operator costs by allowing sys­
tem upgrades to be performed during regularly
scheduled airplane heavy-maintenance cycles. It
also provides time for manufacturers to develop and
certify this upgraded capability in their airplanes.
Communications. Regulations 14 CFR 121.99
and 121.122 (for supplemental operations) require
the adoption of a satellite communication (SATCOM)
voice system for ETOPS beyond 180 minutes of
an alternate airport. Whereas other communication
systems (e.g., VHF, HF, and SATCOM or HF datalink)
have limitations that can compromise the reliability
of communications during extended operations,
SATCOM voice allows clear and immediate
conversation that can quickly convey the situation
and needs of a flight.
Boeing plans to certify the long-range versions
of the 787 Dreamliner to allow operations up
to its design capability. Boeing also plans to
extend the diversion capabilities of certain
models of the 777, and is looking into extending
the cargo fire suppression capabilities of its
three- and four-engine models like the new
747-8. These product decisions will be based
on customer needs.
involves twinjets and three- and four-engine
passenger airplanes, this requirement is to be
calculated at all-engines-operating cruise speed,
corrected for winds and temperature.
While cargo fire suppression is generally the
most time-limited ETOPS significant system, it
is just one of many such systems that contribute
to safety during flight. For operations beyond
180 minutes, this regulation also requires that
airline planning for diversions account for all other
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This requirement for satellite-based voice
communications will ensure that ETOPS flight
crews can communicate emergency situations
with air traffic control or their airline throughout
a long-range ETOPS flight. Alternative means of
commun­i­cation must also be available in the event
that this most reliable means does not work for any
reason. To mitigate compliance costs, a one-year
grace period ending February 15, 2008, is provided.
Definitions. Many of the terms used in this
ETOPS rule are unique to extended operations and
demand precise interpretation to ensure common
understanding and proper compliance. New
regulation 14 CFR 121.7 provides these definitions.
A noteworthy change is the addition of the term
“ETOPS alternate airport,” which is an adequate
airport (i.e., one appropriate for the airplane type)
that meets the stated requirements for planned
diversion use and is listed in the certificate
holder’s operations specifications. The weather
conditions at these airports are checked at
dispatch or flight release, and again in flight, to
determine whether they are at or above the
operating minimums specified for a safe landing
and can thus serve as an alternate for that flight.
“ETOPS alternate” thus replaces the former
ETOPS term “suitable airport,” which denoted an
alternate airport that was both above required
weather minimums and available for diversion use.
Under the new ETOPS rule, “suitable” no longer
has an ETOPS-specific meaning. Therefore, where
it appears in the new ETOPS rule, it is to be
interpreted only according to its broadly accepted
everyday meaning.
Design requirements. Type-design changes
made in Parts 21, 25, and 33 of the U.S. federal
aviation regulations codify existing ETOPS policies,
practices, and special conditions in a uniform
set of regulations for airplanes and engines. The
new regulations also extend the existing safety
standards to allow for design approvals beyond
the previous 180-minute ETOPS diversion authority
limit. These extended standards ensure that air­
plane designs approved for beyond-180-minute
ETOPS maintain the same high standards that
have exemplified ETOPS experience to date.
As the FAA noted in this new rule’s preamble:
“Because of the potential benefits associated
with the superior design of airplane-engine
combinations demonstrated under the existing
[twinjet] ETOPS certification programs, the FAA has
decided to extend those requirements to the
airplanes with more than two engines should the
manufacturer wish to market these airplanes as
suitable for ETOPS operation.”2
Boeing plans to certify the long-range versions
of the 787 Dreamliner to allow operations up to
its design capability. Boeing also plans to extend
the diversion capabilities of certain models of the
777, and is looking into extending the cargo fire
a e r o q u a rt e r ly qtr_02 | 07
Two-engine jetliners
have logged more than
5.5 million ETOPS
flights since 1985.
Boeing twinjets alone
perform another
1,400 or so every day.
suppression capabilities of its three- and fourengine models like the new 747-8. These product
decisions will be based on customer needs.
At present, it appears that a diversion time limit
in the neighborhood of 330 minutes will support
optimal flight operations between any two points
on earth. Boeing is currently assessing the ability
of our current and projected widebody fleet to
meet this goal, and will in the very near future
define program goals.
Dispatch. Revised regulation 14 CFR 121.631
makes only minor changes to the established
ETOPS dispatch and flight-release requirements,
which specify requirements for weather conditions
at ETOPS alternate airports and require that
weather information be updated at the start of the
ETOPS phase of flight to verify the continuing
availability of diversion airports.
Fuel reserve. New regulation 14 CFR 121.646
requires that all airplanes flown in extended
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operations must carry an ETOPS fuel reserve
sufficient to allow flight to an ETOPS alternate
airport in the event of these three scenarios:
nA rapid loss of cabin pressure at the most
critical point followed by a descent to a safe
altitude as defined by oxygen availability.
nA rapid loss of cabin pressure and a
simultaneous engine failure at the most critical
point followed by a descent to a safe altitude
as defined by oxygen availability.
nAn engine failure at the most critical point and
descent to one-engine-inoperative cruise
altitude and diversion at one-engineinoperative cruise speed.
Whichever of the above requires the greatest
amount of fuel shall be the basis of computation
for this reserve. Because of the increased fuel
consumption of turbine engines at low altitudes,
and the corresponding reduction in airplane range,
the decompression scenarios logically define this
reserve, which ensures sufficient fuel for an
extended low-altitude diversion followed by a
descent to 1,500 feet at the alternate airport, a
15-minute hold, and an approach and landing.
Further allowance is made for possible airframe
icing, wind forecasting error, and in-flight use of
the auxiliary power unit.
More than two decades of ETOPS twinjet
experience have identified areas of excessive
conservatism in the original ETOPS fuel reserve
requirement. Based on the refinement of models
and removal of past uncertainties, this new rule
specifies a slightly smaller critical fuel reserve for
twinjets. Under the new ETOPS rule, three- and fourengine passenger airplanes flying extended routes
will be required to carry an ETOPS fuel reserve.
The FAA has also implemented a non-ETOPS
provision, 14 CFR 121.646(a), that addresses an
existing concern. This provision requires that all
three- and four-engine airplanes carry a decom­
pression fuel reserve whenever they fly beyond
90 minutes of an airport. Although U.S. regulations
11
Non-ETOPS Provisions
Included in This Rulemaking
Polar policy. Regulation 14 CFR 121.161, which authorizes ETOPS, also
formalizes requirements for operations north of latitude 78°N (North Pole) and
south of latitude 60°S (South Pole). Within these regions, this FAA polar policy
applies at all times to all airplanes regardless of actual diversion time or number
of engines.
Three- and four-engine airplane fuel reserve. The ETOPS en route fuel supply
regulation includes 14 CFR 121.646(a), a general provision that states three- and
four-engine airplanes, when flying more than 90 minutes from an airport, shall
carry sufficient fuel to safely reach an adequate airport in the event of decom­
pression and diversion at low altitude where fuel consumption is increased.
specify supplemental oxygen in the event that
cabin pressure is lost, some operators and flightplan suppliers have not specified sufficient reserve
fuel for the airplane to reach an alternate airport
during a low-altitude diversion. It should be noted
that many three- and four-engine operators do
routinely carry a depressurization fuel reserve
as a matter of internal airline policy.
Maintenance. New regulation 14 CFR 121.374
codifies the current ETOPS maintenance practices.
These proven practices reduce airplane-related
diversions through disciplined procedures like
engine condition monitoring, oil consumption
monitoring, aggressive resolution of identified
reliability issues, and procedures that avoid human
error during the maintenance of airplane engines
and systems.
The new ETOPS rule makes ETOPS mainte­
nance requirements applicable only to two-engine
airplanes that fly extended operations. Because
unscheduled landings at alternate airports can
be costly and disruptive events for carriers, some
three- and four-engine operators have voluntarily
raised their maintenance standards to ETOPS
levels even though it is not required of them.
Passenger recovery plan. Revised regulation
14 CFR 121.135 requires that for all ETOPS flying
beyond 180 minutes (excluding 207‑minute
ETOPS, as explained above), and for all polar
operations, the air carrier must develop a plan
to ensure the well-being of passengers and crew
members at each approved en route alternate
airport listed in this carrier’s operations specifi­
cations. Because challenging alternate airports
tend to be found in the most remote parts of the
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world, passenger recovery plans are no longer
required for ETOPS below 180 minutes.
This passenger recovery plan must address
the safety and comfort, in terms of facilities and
accommodations, of stranded passengers at the
diversion airport. As its name suggests, it must
also address their prompt retrieval from the airport.
Polar operations also require passenger
recovery plans, as codified in this rulemaking’s
polar policy. Initially implemented as an FAA policy
letter in 2001, this polar policy also requires diver­
sion airport planning, another key ETOPS concept.
Despite these similarities, however, polar operations
are distinct from ETOPS because North and South
Polar operations entail unique requirements,
such as special onboard equipment and a fuel
freeze strategy.
Performance data. Revised regulation
14 CFR 121.135 also requires the operator to
provide its flight crews and dispatchers with
airplane performance data to support all phases
of extended operations. This data must describe
the specific performance of the airplane in normal
and non-normal situations, including those that
might arise during an extended-duration diversion
to an alternate airport.
Rescue and firefighting service (RFFS). During more than two decades of ETOPS and more
than 5.5 million ETOPS twinjet flights around the
world, there has never been a landing accident
following an extended diversion from the ETOPS
phase of flight. However, the fact that RFFS has
not been needed in the past does not lessen the
importance of this ETOPS operational protection.
New regulation 14 CFR 121.106 formalizes
RFFS requirements for alternate airports. For
ETOPS up to 180 minutes, each airport listed
on the dispatch or flight release as an ETOPS
alternate airport must have RFFS capability
equivalent to or higher than International Civil
Aviation Organization (ICAO) Category 4.3
For ETOPS beyond 180 minutes, ICAO Cate­
gory 4 is required with at least one adequate
airport within the authorized diversion time having
ICAO Category 7. This provision allows for optimum
route planning while providing the flight crew with
available alternate airport options in the event a
situation arises requiring a higher RFFS capability.
The regulation also makes provision for dis­
patching even if an otherwise adequate alternate
airport lacks sufficient RFFS, provided that local
firefighting assets — given 30 minutes notice
while the diversion is in progress — can be
available to bring the airfield’s capability up to the
required ICAO standard. There must be a commit­
ment that this supplemental RFFS will be available
at arrival and that it will remain at the scene for
as long as needed by the diverting airplane.
Training. Revised regulation 14 CFR 121.415
has been modified to require training for crew
members and dispatchers for their specific roles
and responsibilities in creating and implementing
the operator’s passenger recovery plans for the
alternate airports upon which it relies for its
extended operations.
Type design. New regulation 14 CFR 121.162
estab­lishes the basis for ETOPS type-design
approvals. This regulation delineates the air­
worthiness standards required for airplanes to
a e r o q u a rt e r ly qtr_02 | 07
Most long-range flying is via twinjet
Twin Total
includes 737, 757, 767, 777, A300, A310, A320, and A330
Tri Total
includes DC-10, L1011, MD-11
Quad total
includes 707, 747, DC-8, A340
Total flights over 3,000 nautical miles (~ 8 hours)
from each year’s August Official Airline Guide
scheduled flights per week
10,000
8,000
6,000
4,000
2,000
0
’84
’86
’88
’90
’92
’94
’96
’98
’00
’02
’04
’06
Years
This new ETOPS rule ensures that air carriers performing twinjet
extended operations, or three- and four-engine passenger jet
extended operations, will have the requisite experience and ability
to maintain and operate these airplanes at the required level of
reliability and competence. This rule further provides for ETOPS
beyond 180 minutes, and it allows the operators of approved
long-range twinjets to fly optimal routings between virtually
any two cities on earth.
be used in Part 121 ETOPS and it confirms that
current ETOPS-qualified operators can continue
operating their ETOPS routes without a new
approval process.
This new ETOPS rule’s remaining regulatory
additions or modifications formalize the
requirements for weather minimums at these
alternate airports (14 CFR 121.625), ETOPS
dispatch or flight release (14 CFR 121.631,
§ 121.687, § 121.689), and ETOPS alternate
airports (14 CFR 121.624). General regulation
14 CFR 121.97, which describes what airport
information all operators are to be cognizant of,
also applies to the alternate airports on which
ETOPS and polar area operations depend. The
FAA has also updated existing regulation on flight
procedures following in-flight engine failure or
shutdown (14 CFR 121.565).
Conclusion
This new U.S. ETOPS rule ensures that air carriers
performing twinjet extended operations, or threeand four-engine passenger jet extended opera­tions,
will have the requisite experience and ability to
maintain and operate these airplanes at the required
level of reliability and competence. This rule further
provides for ETOPS beyond 180 minutes, and it
allows the operators of approved long-range
twinjets to fly optimal routings between virtually
any two cities on earth.
On the operational front, this rulemaking
ensures the availability of alternate airports as
well as sufficient reserve fuel to reach these
airports even under the most challenging circum­
stances. Furthermore, it ensures the availability
of rescue and firefighting services, and requires
that operators plan for the safety, comfort, and
prompt retrieval of stranded passengers.
On the design front, the new ETOPS rule
continues to reduce the rate of airplane propulsion
and system failures that might cause a diversion.
Moreover, it ensures that all time-limited
ETOPS airplane systems will support worst-case
scenarios by remaining continuously available
throughout a maximum-duration diversion
to the limit of that flight’s authority. For more
information, please contact Mohan Pandey at
[email protected]. 1U.S. Federal Register, Washington, DC, vol. 72, no. 9,
January 16, 2007, p. 1836.
2Ibid., p. 1816.
3ICAO Annex 14, Volume 1, Aerodrome Design and Operations.
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